The Mumbai metro is a rapid transit system being developed by both the PPP (Public-Private Partnership) and EPC models. Line 1 and Line 2 are being developed with Reliance as the consortium head while Line 3 is going to be developed by an implementation agency called MMRC whose role is similar to the DMRC in the Delhi Metro project.

# Fares indicated are for 2003-2004 level and shall be revised @ 11% every fourth year (rounded off to the nearest rupee). Fares shall be fixed by Government of Maharashtra, through a notification.

2 ) ALIGNMENT

* The Proposed Versova-Andheri-Ghatkopar Metro corridor will be 11.40 Km long double line on elevated viaduct with Standard Gauge (1435 mm)
* The proposed alignment starts at Versova, runs along the JP Road, crosses the SV Road and Western Railway tracks to the North of existing Andheri Suburban Railway Station
* The alignment travels on the MV Road ( Andheri-Kurla Road). It crosses the Western Express Highway (WEH) above the existing flyover and reaches Sakinaka
* From Sakinaka the alignment travels along the Andheri-Ghatkopar link Road upto Asalpha
* After Asalpha, the alignment crosses the Kadam Road and runs through Golibar Road upto LBS Marg after taking almost 90 degrees turn behind the Sarvodaya Hospital
* From the LBS Marg the alignment passes along the Heera Chand Desai Road upto Ghatkopar proposed Metro Station near the Ghatkopar Suburban Railway Station
* The take off point for Car depot is located near proposed DN Nagar Metro Station

GE Finance, the investment arm of GE, is eyeing to fund the Rs 20,000 crore Mumbai Metro project and the western freeway between Worli and Nariman Point sealink as part of its push on infrastructure investments in India.

Tejpreet Chopra, president and CEO of GE Commercial Finance, said, “We are looking at several projects including the western freeway and the Mumbai Metro projects as part of our investment strategy for the Indian infrastructure sector.”

Chopra added that GE had also lined up aggressive investment plans for roads, airports, ports and real estate sectors.

The pre-qualification round for the Rs 6192 crore second phase of the Mumbai Metro closes on April 2.

The first phase will be developed by the Anil Ambani owned-Reliance Energy at a cost of Rs 3500 crore. The financial closure for the project is yet to be completed.

The Japanese may turn out to be one of the biggest investors in the city’s ongoing infrastructure projects. After a series of meetings with state officials on Thursday, the Japanese Bank of International Cooperation (JBIC) is considering to fund a critical part of the Metro Rail project.

Incidentally, the state’s decision to reach out to the bank is significant, considering it had decided against seeking funds from the World Bank, which had laid down some stringent rehabilitation policies.

The JBIC will soon undertake a pilot study to assess the infrastructure projects while the state continues to promote public-private partnership to boost development.

Post-talks, officials with the Mumbai Metropolitan Region Development Authority (MMRDA) said that the state may turn to JBIC for the high viability gap funding (VGF) required for the third Metro Rail corridor between Mahim and Colaba. (VGF is the difference between the estimated project cost and the actual bid cost).

“The third corridor is very capital intensive since most of the rail will run underground — it will need funds to the tune of Rs10,000 crore — and it would require a high VGF, which can come from JBIC,” said PRK Murthy, chief of the transport and communication division of the MMRDA.
The added rail link on the bridge linking Sewree and Nhava — a part of the Rs4,000 crore Mumbai TransHarbour Link — may also get JBIC funding, said an MMRDA official. “The rail link has been part of the Mumbai Metro Master Plan (MMRP), which talks about the metro connectivity from the mainland to the hinterland,” said another official.

The Japanese pilot project will start as soon as the state sends an official signal. An MMRDA official said that it would take at least one year to procure the loan. “The JBIC procedures are equally tough,” he said.

What an update! Great work indiansunite! I had no clue the work already started (I live in Canada), but its great that it has, and hopefully it will be well underway by the time I go to Mumbai in the summer. Great work with this update, and I personally dont care if its overhead wiring as long as it gets done

MUMBAI MAKEOVER: SET TO RUN FROM COLABA TO BANDRA, THIRD CORRIDOR WILL NOW BE EXTENDED TO AIRPORT
Mumbai, March 14: Even as the Mumbai Metropolitan Region Development Authority (MMRDA) set aside Rs 300 crore for the city’s Metro Rail in its budget for the year 2007-08-including Rs 160 crore as a first contribution to the Rs 650-crore viability gap funding for the first corridor-one more plan has made it to the drawing board. The third corridor of the metro rail, proposed to run from Colaba to Bandra, will later be extended to run to the Chhatrapati Shivaji International Airport.

“Our consultant, the Delhi Metro Rail Corporation, is working on the details,” said Metropolitan Commissioner T Chandrashekhar, adding that the detailed project report (DPR) of the third corridor is expected to be ready in a month’s time. “It will be an underground section, and will facilitate travel from south Mumbai straight to the airport.”

A spokesperson for the Mumbai International Airport Ltd said they had actually proposed that the first corridor be linked to the airport-at MIAL’s cost-from the area near the Leela Hotel where the route turns towards the east. “There were no discussions on this, it was a proposal we had made,” the spokesperson said.

However, the DPR for the third corridor will be dispatched to the central government minus plans for the extension to the airport. “We don’t want to delay the procedure, so we will go ahead with the route as planned. The extension will be incorporated later,” said Chandrashekhar.

While tendering has begun for the second route-Charkop-Bandra-Mankhurd-the DPR for the third corridor had to be redrawn after concerns over heritage structures made it necessary for a longer underground portion. The route will now run underground till Mahim instead of till Mahalaxmi, elevated till Bandra and then once again underground when the extension to the airport is undertaken.

Meanwhile, officials of Mumbai Metro One Pvt Ltd-the special purpose vehicle implementing the Versova-Andheri-Ghatkopar corridor-had a meeting with senior MMRDA officials on Wednesday, mainly to discuss the crucial issue of shifting utilities.

Yeap, nice indeed but just wondering if they have any plans to cater to handicapped passengers? I do not see vertical lift system, nor a dual way escalator. From the look of it, they may have escalators going up but coming down, a handicapped pax may have to use phased staircase.

p2p4............................you gotta point there. Bombay has huge handicap population & lets hope Metro planners are looking out for everyones convinience instead of just working class.

Quote:

Originally Posted by p2p4

Yeap, nice indeed but just wondering if they have any plans to cater to handicapped passengers? I do not see vertical lift system, nor a dual way escalator. From the look of it, they may have escalators going up but coming down, a handicapped pax may have to use phased staircase.

Two plans considered: redevelopment of market into mall or a slum rehab scheme

Mumbai, March 15: The government may have a solution in sight for the biggest stumbling block along the Versova-Andheri-Ghatkopar metro rail corridor, the adequate rehabilitation of about 250 shopkeepers along the stretch from Andheri station to Navrang Cinema.

Two proposals have been shortlisted following demands from those affected that they be resettled in the vicinity of SV Road or Andheri station—the redevelopment of a municipal market into a multi-storey shopping center or a slum rehabilitation scheme on a nearby government-owned plot.

“We have sent both these proposals to the government,” said Metropolitan Commissioner Dr T Chandrashekhar, adding that both are under “active consideration”.

While no individual notice has been served for eviction, the area’s shopkeepers—mostly operating electronics, saree and apparel businesses—have been seeking information on the rehabilitation plan following an October 2006 notification issued under the Tramways Act, 1984, a general notification for all those “likely to be affected” by the alignment of the corridor. Not only are the shopkeepers unwilling to move out of the prime locality right outside Andheri railway station, but they are also running legitimate businesses, some for over six decades.

While land acquisition for a 13.8-hectare car depot at Versova is underway, alongside notifications on widening the roads along the congested Andheri stretch, acquisition procedures are yet to commence for this “only major hurdle”.

While the municipal market, a dilapidated structure opposite the railway station, already houses some lease-holders who would have to be rehabilitated as well, the other proposal pertains to an encroached open plot in Andheri, again involving the rehabilitation of the eligible slum-dwellers alongside the commercial complex for the metro rail oustees. “The plot is just 200 metres away from Navrang cinema,” said Chandrashekhar.

Meanwhile, the Mumbai Metro One Pvt Ltd-the Reliance Energy Ltd-led special purpose vehicle that will construct and operate the city’s first metro rail corridor-have nearly completed a conditional survey of buildings along the entire 11.4 km length of the route.

Overstretched rail and road networks have created an urgent need for a suitable high-capacity transport system within the Indian city of Mumbai, formerly known as Bombay.

The present suburban railway network, which is not designed for mass transit, has to cope with those travelling into the city every day. In the 1950s, Mumbai enjoyed an extensive public transport system, with trams, rail and bus services adequately coping with demand. In recent times, however, commuter transport has become hazardous with severe overcrowding and the greater resort to road use.

Even with the need for a rethink, around 80% of journeys in Mumbai are made using public transport, mainly by train and bus, and the closure of the tramway in the 1960s is now seen as a major planning error.

There are currently 26 cities in India proposing to build high-capacity metro systems, and Mumbai is the latest to reach the construction stage.

THE PROJECT

In June 2006, Prime Minister Dr Manmohan Singh laid the first stone for the first phase of of the Mumbai Metro, which comprises a a three line high-capacity metro system spanning 63km. It is expected to eventually double to more than 145km, with up to nine lines.

The railway system currently provides a north-south route through the city, and the first line of the metro from Versova-Andheri-Ghatkopar will provide a new 11km east-west route. The second planned line will be 38km long, and the third 14km.

Major engineering works were to start in October 2006 after the end of the monsoon season, with the aim of opening the first line in 2010, including six months of testing. However, a decision had still to be made in November 2006 as to whether the project was eligible to receive what is known as Viability Gap Funding.

When it opens, the new system will slash journey times on the 11km east-west corridor from 90 minutes to just 21, crossing densely populated areas and major industrial locations.

Reliance Energy (REL), as part of a consortium involving European rail operator Connex, the Mumbai Metropolitan Regional Development Authority and Hong Kong MRT, won build-own-operate-transfer contract for the first metro route at a fee of Rs23.6bn (US$524m). This will see the consortium manage the first three metro lines for 35 years before transfer to a new operator.

INFRASTRUCTURE

The first 11km route of the Mumbai metro will run east-west through the city between Versova and Ghatkoper, with 12 stations, and entirely on an elevated formation. With such freedom and the capacity to handle 60,000 passengers per hour, it will cut journey times through the densely populated areas.

Construction of Line 1 was due to start in late 2006, but financial issues surrounding the granting of Viability Gap Funding were slowing progress in November 2006.

Construction will take four years, and the line will open in 2010. However, the first route is far from the end of the plans. A second phase will aim for two further lines reaching a total of 63km, but the ultimate plan is for a network spanning 146.5km. This could cost Rs195bn, and include 114km of elevated running plus 32.5km of underground operation.

In line with the Railway Ministry's standards, the Mumbai Metro will be built using the standard broad gauge of Indian Railways – 1,676mm gauge – throughout.

The system will have a major effect on the prosperity of Mumbai. Even though major ground works have not commenced yet, there is already speculation that property prices along the metro routes will rise significantly over the coming years.

ROLLING STOCK

Reliance Energy (REL) has begun discussions with major rolling stock builders to provide the new train fleet for Mumbai Metro. Kawasaki (Japan), Alstom (France), Siemens (Germany) and Bombardier are all on the list of potential train builders, having produced vehicles for metro systems around the world.

For passenger comfort, the trains will feature air-conditioning, and the aim is to develop trains capable of carrying up to 1,500 passengers in a four-car unit.

With the input of the Delhi Metro Corporation and Hong Kong MRT, the new trains are likely to follow similar standards to those already in operation in those cities.

SIGNALLING AND COMMUNICATIONS

Mumbai Metro will feature the latest signalling technology, including automatic train protection (ATP) and automated signalling to control the high-volume of train movements on the 11km route.
A four-minute interval service is anticipated on the route.

THE FUTURE

Even though work is only just starting on the first line of the Mumbai Metro, ambitious plans are in place to establish the system into a nine-line network by 2021. Three phases of development are expected, with the first line opening in 2010, further routes in 2016, and completion coming five years later.

__________________"If I were to look over the whole world to find out a country most richly endowed with all the wealth, power and beauty that nature can bestow – in some part a very paradise on earth – I should point to India."

"There is no book in the world that is so thrilling, stirring and inspiring as the Upanishads." (‘Sacred Books of the East’)

india is on its growth and development track, it'll go faster and faster. like what i said before, investing in infrustructre is the key to the country's full developemt. once you get the stuff done, you (both the rich and the poor) will benefit from them (road, subway, etc,) for centuries.

A joint venture of Parsons Brinkerhoff (PB) and Systra has been awarded a contract to manage the development of a new 11.5km rail system in Mumbai, India.

The project is being undertaken on behalf of Reliance Energy which was awarded a 35-year concession to construct, operate and maintain the Versova-Andheri-Ghatkopar (VAG) Metro Rail. The PB-led joint venture will provide project and construction management services as well as engineering services, including civil, structural, systems, trackwork and power supply design.

The route, to include 12 elevated stations, is the first phase of the Mumbai Metro Rail project. The entire system has a planned route of 146kms. It will be made up of nine lines, 32.5kms of which will be underground, with 114kms on elevated rails.

Mumbai is Mumbai and Dubai is Dubai. Obviously, Mumbai is not sitting on a sea of oil, to generate the kind of money Dubai does to build grandiose stations. Whats important is to bring in a comparison of the new stations with the current ones. Obviously, its way better than the current ones and thats a welcome development.

I looked at them Dubai Metro station photos. IMHO, that station is grandiose. The arc shape roof appears to be made of architectural metal - which is very very expensive. The station has floor lights - which costs almost 4 times as much as regular overhead (ceiling) lights would cost. And there is always concrete under the lights, so you don't save on concrete flooring. The escalator tower is made of glass wall - again very very expensive. The handrails on the station are of top notch quality - they are glass rails with beauty cap - again very expensive. All this together increases aesthetics but increases costs too. There is a saying - 'you get what you pay for'. You just cannot compare Dubai with Mumbai...

Mumbai is Mumbai and Dubai is Dubai. Obviously, Mumbai is not sitting on a sea of oil, to generate the kind of money Dubai does to build grandiose stations. Whats important is to bring in a comparison of the new stations with the current ones. Obviously, its way better than the current ones and thats a welcome development.

I dont believe Money ever was and ever will be an obstacle. What India lacked was/is vision to see things ahead and very well qualified civil servants. whoc could direct and execute these projects.

What about Japan, China, Malaysia, Singapore, Australia and a whole bunch of other cities/countries? They did not have oil, did they?